Internal-combustion engine



A. F. KRAUSE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FiLED FEB. 16. 1920.

1 ,4: 1 0,0 1 9 Patend Man 21, 1922.

. V L/ Lg/ /4 UNITED STATES PATENT OFFICE.

ALBERT F. KRAUSE, OF SPOKANE, WASHINGTON, ASSIGNOR DE ONE-THIRDTO EMIL H.

KRAUSE AND ONE-THIRD T0 WALLACE M. KRAUSE, BOTH OIE SIOKNE, WASH- INTERNAL COMBUSTON EN GINE.

Specification of Letters Patent.

Patented Mar. 21, 1922.

Application filed February 16, 1920. Serial No. 358,939.

Be it known that I ALBERT F. KRAUSE, a citizen of the United States, residing at Spokane, in Spokane County, and State of VV,ashington, have invented certain new and usetul Improvements in Internal-Combustion Engines, of which the following is a specification.

The present invention relates to improvements in internal combustion engines partie:- ularly of the multiple cylinder, radia;ing type, wherein the cylinders are arranged in two planes at either side of the main shaft with the axial line of the cylinders of the two planes intersecting the longitudinal axis of the main or crank shaft of the engine, and the invention involves particularly certain novel combinations and arrangements 01- parts by means of which the opposed pistons are cormected with the main or crank shaft of the engine. The pistons are connected in pairs, at either side of the crank shaft, and in the drawings herewith I have utilized an eight cylinder engine of standard type for the embodiment of my piston and shaft connecting means, wherein the four pairs of cylinders and pistons are coupled to the crank shaft in such manner that a full pressure ot exploded gas is maintained throughont the working stroke of the piston; an approximately straight line movement of the piston stem is secured, thus eliminating the tendency of the usual piston rod to cause the reciprocating piston to wabble in the cylinder; and by rny arrangement of connecting parts side thrust or pull on the reciproz-ating piston is avoided, thus eliminating the tendency of the piston to.wear to a greater degree at some points than at others but providing for a uniform wear under usual. conditions over the entire surface area of the piston.

In the accompanying drawings I have illustrated one complets example of the physical embodiment of my inventionutihzing an eight cylinder type of automobile angine for the purpose, in which the parts are combined and arranged according to the best mode I have so far devised for the practical application of the principles of my invention.

Figure 1 is a transverse, vertical sectional View through a multiple cylinder engine of the radiating type embodying the invention on line 11 of Figure 2, 7

Figure 2 is a longitudinal, vertical sectional view through the same engine, or moior on line 22 of Figure 1.

Figure 3 is a diagrammatic, top plan view of the engine, on reduced scale.

The crank casing or engine casing 1 is preferably made up of two sections, and divided longitudinally, and each section is provided with a roW or se'ries of cylinders, as and 3, radiating from the same center, and the cylinders of.the respective series being located in the same common plane, while an interior, transverse partition 1 divides the in their respective cylinders, which are or may be of usual standard type, are designed to reciprocate in their cylinders on lines that intersect the longitudinal axis of the. crank shaft 6.

The two sets of pistons are provided with pivoted stems, indicated as 9 and 10, each having a coupling or connection 11 to the piston, in order to allow a very slight swingingor oscillating movement of the stem with relation to its piston as the latter reciprocateS.

Arranged directl Beneath thelongitudi-.

nal axis of the crank shaft, within thecasing5 is a I OW ofspaced, vertically reciprocable slide blocks or heads 12, four in number, and each head or block having connection with a pair of pistons at opposite sides of the crank shaft, as seen in Figure 1. There are four pitmen, indicated as 13, each pivotally connecting a slide block as at 13 with the crank shaft, the journals of the latter being ofiset as usual at difierent angles, and the pitmen having the usual journal coupling with the shaft. Each slide head is guided between a pair of vertically extending guide plates 14, spaced transversely alOng the longitudinal axis of the engins casing, and of sufiicent length to per mit the req1ured vertical rec1procat1on 01 the slide head as it transmits its reclprocat1ng movement to rotary movement of the crank shaft through the pitman 1.3.

Each piston stem is equipped With a pan of extension links as 15 and 16, or 15 and 16, pivotally connected to the stem at 17 or 17, and the upper links of these extension connections have a fixed pivotal support at 18 or 18' in the upper insido wall of the engine case, as seen in Figure 1, while thelower link of the extension connection is pivoted at. 19 or 19 to a slide head 12. It Wlll thus be apparent that the rciprocating movement of the piston is transmittcd to a s1m1lar movemont of the slide head and that the reciprocating mOvement0f the head is in turn transmitted torotar movement of the crank shaft. The fixd pwot support 18 f0rms a swinging or oscillating conter for the upper link 16 as it swings over toward the crank shaft under impulse from the working stroke of the piston, and the pivot point 17 of the three members 9, 15 and 16 moves through the arc of the circle described by the arm or link 16,' causing only a slight variation of the relation between the piston and its stem as to their axial alinement. The impulse 01 the vvorking stroke of the piston is transmitteddirectly to the slide head through the stem and floating link 15, and it will be a parent that the initial moVement of the li :s and head, requiring the maximum power for moving them is furnished by the explosion aboVe thepiston at the maximum pressure of the expanding gas, and as the two links 15 and 16 approach alinement less power is required for transmitting movement to the head, and aordingly the minimum pressure of:the expanded gas is exerted at this stage of movement of theextensible connection. By this arrangement of parts the power deeloped by the combustion of the fuel gas is utilized to best adantage at the proper time and in the required place to transmit the reciptoCating movement of the slid head to rotary niovement of the crank shaft through the itman 13.

The inlet manifolds for supplying Charges of fuel to the several cylindrsare indicated at 20 from carbureter 20 andsupply pipe 20', ofiening intothe gas chamber 21, 21 in tlre head ofthe cylinders, and the charge is admittdto the cylinder at proper iritervals byth inwardly opening valves 22, 22 in the cyhnders. Tlie exhaust from the cylinder is by wayofthe chaihber 21 through the manifolds 23;and the spent gases aredispotcd o f in usual mariner.

For the operation of the Valves on the 0 Posed cylif1dts, a cam shaft 24 is utilid,

gine casing, f1om end to end thereof and through the partition 1 as shown. Outside the oasing the end of the shaft has fixed thereon the cam gear 25 actuated from the train of gears 26, and thevalve connections between the cylinder head and cam shaft, are indicated at 27. The inlet and exhaust gases are taken care of, and the charge fired in the cylinder, acoording to predetermined arrangment 015 parts, and these are subject to variation and adjustment -l'or efiiciently operating and performing their several funetions with accuraoy and reliability.

The extensible members which form toggle links for the transmission of power from the expansion of gases in the cylindrs to transmit energy to the slide head and thence to the crank shaft, are constructed and connected together according to plans which are the result of careful study and experiment. In a long stroke pistonthe emplcyment of the toggle connections between the piston stems and the slide head, is espeoiallyadvan tageous, for the reason that the maximum power exerted at the head of the cylinder, from the expanding gas, is considerstbl decreased at the lower end of the cylinder, with consequent lowering of the pressure on the piston, And by the use 0l thetOggle connections and slidable head between the stem and crank shaft, itwill' be apparent that the redced or decreased power is compensated for by the increased levrage and power exerted by the toggle links as -their intermediate pivotal point 17 or 17 approaohes the point of alinement Wit h the two pivotal points 18 and 19 of thet0ggle joint.

By this toggle action, the impetus ofithepiston 1s communicated to the crank shaft With 7 an evon and uniform pressure to produce a continuous and sinooth revolution of the crank shaft.

What I claim is- 7 A 1. The combination 'with opposed reciprocable pistons each havinga pivbted piston rod and a crank shaft, of an intermediate, positively guidd reciprocable head, a conmeeting rod between said head and shaft, and complefnentar toggle connections between said head nd the piston rods,

2. In an internal combustion engins the combination with the opposedpistons each havinn a pivoted piston rod,fa crank shaft,

in an incl0sing casing, of a positively gided reciprocable head, a pitman connecting the head and -crank shaft, a link pivotally connecting the head and stems, anda swinging link having a fixed pivot support pivotally connected to each of said rods,

3. The combination with opposedrec1p rocable pistons and their pivotd rods,and a crankshaft, of an inclosing oasing and cylinders, rigid guide platesi11- thgacasing ber1eatli the shaft and a reciprocable. head operable on said plates, links connecting said iso 1ods with suid head, :1 pitman connectng acmnk shaft, rigid guide plates in Said casaid shaft and head and links pivoted in said ing below the shaft, a slide head guided in casing pivotaHy supporting said rods. said plates, links pivotaHy connecting said 10 4. T 110 combinaton with a casing and cylr0ds with said head, and a pitman connectinders and pivoted suspending links in the ng said head with the crank shaft.

casing, 0f opposed pistons in said eylinders In testimony whereof I affix m signature.

having rods pivotafly connected to said links, ALBERT F. RASE. 

